Automatic train-stop.



l. A. GRAMM.

AUTOMATIC TRAIN STOP.

APPLICATION men 001. 16. 1914.

Patented M1220, 1915.

; I'TI'TTTFT TTOBNE Y THE NORRIS PETERS CQ. PHOT0LITHO-. WASHINGTON. D. C.

JOHN A. GRAMM, OF 'DALLAS, TEXAS.

AUTOMATIC TRAIN-STOP.

Specification of Letters Patent.

Patented Apr. so, 1915.

Application filed October 16, 1914. Serial No. 866,890.

To all whom it may concern Be it known that 1, JOHN A. GRAMM, citizen of the United States of America, residing at Dallas, Dallas county, Texas, have invented certain new and useful Improvements in an Automatic Train-Stop, of which the following is a specification.

This invention relates to a new and novel form of and improvement in automatic train stops.

The purpose of the invention is to produce a highly efiicient form of mechanism which will correlate with the present block system used on railways as means of stopping a train when the same runs into and upon the tracks of the danger zone or upon the tracks of the block where the train should be stopped.

In the modern equipment of the automatic air system used on most cars and rolling stock as the means for stopping the train or cars, the air brake system is so arranged that the brakes will be instantly applied when the main air line is opened and allowed to exhaust to atmosphere.

It is, therefore, a purpose of this invention to provide means for opening a valve, placed in the main air line accessory to this invention, thereby exhausting the air from said air line and immediately applying the brakes stopping the train.

With these and other objects in View the invention has relation to certain combinations and arrangement of parts, an example of which is described in the following specification, pointed out in the appended claim and illustrated in the accompanying drawings, wherein:

Figure 1 is a plan view of a portion of a railroad track showing correlated therewith an adjustable trip member which is embodied in the invention. Fig. 2 is a view of the few and simple elements which are attached to and carried by the railway car or locomotive and adapted to operate in conjunction with and be controlled by the trip member illustrated in Fig. 1. Fig. 3 is a partial view, in end elevation, of Fig. 2.

Referring more in particular to the drawings, wherein the same reference characters designate identical parts, the numeral 1 designates any portion of the underneath structure, such as a beam or strut of the wheel carriage, upon which it may be found convenient to mount or correlate the invention.

The numeral 2 designates the main air linewhich extends the length of the car and controls the air brakes. As the present inventionrelates to means for opening said air line to atmosphere, and allowing the air to exhaust therefrom, a short section of said air line is here shown which is suflicient for the illustration of the invention. The air line generally runs parallel and adjacent to the car beam as here illustrated.

A pair of brackets 3 are fixed to the beam and pivotally receives the upper end of an 1 actuating member 1 which is disposed beneath the car and beam at a downwardly inclined angle. The lower free end is curved upwardly and adapted to remain at a normal position near the level of the surface of the rails.

A toothed rack 5 pivotally receives th upper end of an actuating member l which is disposed beneath the car and beam at a downwardly inclined angle. The lower free end is curved upwardly and adapted to remam at a normal position near the level of the surface of the rails.

A toothed rack 5 is pivotally correlated with the actuating member, being retained and confined within a guide bracket 6 fixed to the side of the beam. A dog 7 backed up by a compression spring 8 and confined within a guide 9 is adapted to lie contiguous with and under the teeth of the rack. A release cord of cable 10 is attached to the dog and extends through a guide 11 thence to the interior of the car or cab where it will be accessible to the train crew.

The weight of the member 4 is generally sufficient to keep it in downwardly limited position. A pair of coil springs 1 1 are confined upon the pivot bolt which carries the actuating member, the springs confine the actuating member to the center of the bolt and have their extremities fixed into the said actuating member as designated by the numeral 15. The other extremities of said springs are passed through holes in the brackets 3 and fixed therein as shown by numeral 16. This arrangement gives a resilient mounting to the actuating member and as later seen prevents a violent upward displacement of the actuating member.

A release valve 16 is embodied within the air line 2 and is provided with the port 17 opening to atmosphere. A control arm 18 provided with a slot 19 is fixed to the valve 16 and lies contiguous with the upper extremity of the toothed rack. crossed by the toothed rack within the slot 19.

It is now seen how an upward movement of the actuating member will, through the agency of the elements described, give the control arm a swing, opening the valve and allowing the pressure from the air line to escape thereby applying the brakes to the car or train. As the moving elements are upwardly displaced the ratchet and dog mechanism will catch and prevent the returning of the parts to their normal position.

A description will now be given of the trip member correlated with the track and controlled by the station agent or other agent who controls a block or section of the track. A guide bar 21 is fixed underneath the track and extends outwardly therefrom vwhere a bell crank 22 is pivoted. A trip member 23 having an ovaled or arcuate contour is provided with a pair of draw bars, one disposed on each side of the guidebar and fixed to the trip member, as designated by the numeral 24. A plate 25 extends across the guide bar and is fixed to the draw bars, this confines the trip member upon the guide bar. A similar plate 26 correlates with the other extremities of the draw bars and has a link 27 connecting the bell crank and associated draw bars. A rod or link 28 of usual form is adapted to control the bell crank from any power manual or motive, which may be adopted.

The mechanism carried by the car will preferably be carried in the center of said car, in which case the trip member 23 will normally be in position just out of center of the track. lVhen, however, the block or see- A pin 20 is and confined tion of track is endangered by two trains entering the same block the trip member will be shifted to the center of the track through the agency of the elements described and into the member which is carried by the oncoming train. The actuating member will impinge the trip member and cause a release of the air from the air line. After the train is backed off the section of same to stop the actuating member may be released and reset by pulling the cord 10.

The invention is presented as including all such modifications and changes as may properly come within the scope of the following claim.

Claim:

In a device, of the character described, the combination of an actuating member, brackets between which is pivoted one extremity of the actuating member, a pivot bolt passed through said brackets and actuating member, coil springs having their extremities fixed to the brackets and to the actuating member, a toothed rack correlated with the actuating member, a guide bracket for the toothed rack, a dog correlated with the toothed rack, a release cable attached to the dog, an air release valve embodied in the air line, a control arm carried by the valve, a slot formed in the control arm and a pin carried by the toothed rack and confined within the slot of the control arm.

In testimony whereof, I afiix my signature in the presence of two witnesses.

JOHN A. GRAMM.

lVitnesses:

J. C. Lnonn'r'rnn, Gno. A. TITTERINGTON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington. D. 0.

path of the actuating track which caused 

